System of telpherage



V 37573319535; WW

FIPSEUZ (No Model.)

4 SheetsSheet 1.

J. E. MAYNADIBR. SYSTEM OF TBLPHBRAGE.

Patented Apr. 8 1890.

SUBSTH'UTED FOR WSSING COPY SEARCH OM 4Sheets-Sheet 2. Mme") J. E. MAYNADIER.

SYSTEM OF TELPHBRAGE.

No. 425,038. Patented Apr. 8, 1890.

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J. B. MAYNADIER. SYSTEMOF TELPHERAGE.

No. 425,038. Patented Apr. 8,1890.

SEARCH mam time, and so on, the purposebeing to preve'nt,

JAMES EVELETH MAYNADIER, OF TAUNTON, MASSACHUSETTS.

SYSTEM OF TELPH ERAG E.

SPECIFICATION forming part of Letters Patent No. 425,038, dated April 8, 1890.

Application filed August 10, 1889. Serial No. 320,428- (No model.)

To all whom it may concern:

Be it known that 1, JAMES EVELETH MAY- NADIER, of Taunton, in the county of Bristol and State of Massachusetts, have invented a new and useful System of 'Telpherage, of which the following is a specification, reference being had to the accompanying drawings, making a part hereof, inwhioh- Figure 1 is an elevation of one form of car with a main coil in sectionon a horizontal plane. Fig. 2 is a section, online 2 2 of Fig. 1, on a larger scale. Fig. 3 is a partial cross-section, on a larger scale, on line 3 3 of Fig. 1. Fig. 4 is a partial cross-section, on a larger scale, of the main coil and track on line 4 4 of Fig. 1. Figs. 5 and 6 are sectional views on a larger scale, and Figs. 7 and 8 are elevations showing the oil-holder and its shoo. Figs. 9, 10, 11, and 12 illustrate electrical connections with a source of alternating currents. Figs. 13 to 18 illustrate the arrangement of the tracks in order to bring the shoes successively into operation.

My invention relates to those systems in which the track is provided with a number of' coils throughwhich the car is propelled by electrical energy; and it consists, mainly, in the use of alternating currents in the main coils and in one or more coils which form part of the car. Ileretofore in all such a systems the currents used were always direct and not alternating, and the main advantage of my alternate current system is that the first cost is very greatly diminished, while the operat ing. cost is also less.

The second feature of my invention consists in a number of supports for the car, so arranged that the weight of the car shall rest mainly upon one set of supports fora shortv time and then upon another set for a short undue heating when the car travels at the very rapid rate which is highly desirable in systems of this kind. I

In the drawings, A represents the body of the car, which is formed of a frame (preferably of brass or othernon-magnetic metal) to which are firmly connected a number of soft-iron wires or plates a, the whole wrapped with one or more coils a, in order to form one member of a converter or transformer. The other member of this converter or transformer is one of the main coils B. The core I) is laminated or composed of a number of soft-iron wires, which are preferably upon the exterior of the main coil B. A series of these main coils B surround the track, and in one form of apparatus each main coil has its terminals connected to one of the leads L, these leads being kept at a proper diiference of potential by alternating-current dynamos D, so

that an alternating current will be set up in a main coil B whenever the car A enters it,

if the coils ofcar Abe closed; but when the car is not in it the counter electro-motive force due to the presence of core I) will practically prevent any current.

If the car A, with its coils a closed, be supposed to be inserted within a main coil B and held there, the two will then operate on the well-known principlc'of the converter or transformer now in common use, except that unless the middle of the car (assuming its coils a to be arranged symmetrically) be exactly opposite the middle of the main coil the car will tend .to move through the main coil. (See Patents Nos. 363,185 and 363,186, granted to Elihu Thomson March 17, 1887.)

It will be seen that in that form of my apparatus shown in the drawings the coils a of the car A are a number of independent coils, the terminals of which are connccted to electrodes 03, so that each, of the coils a may be closed independently of the others, and in operation the foremost coil a is closed when the car has entered a main coil B far enough to bring thatcoil slightly past the middle of the main coil 1 and so of the other coils a of the car A. Each is closed as it passes the middle of the main coil 13. In this way the ear is propelled through each main coil-with greater power than if the coils a were closed at all times.

As a matter of convenience I have shown the electrodes a, which serve to connect the electrodes a of the coils a. with the leads L, arranged between the main coils B, there being more room for them there than in the main coils. This is obviously a more detail of construction, and, together with other details shown in the drawings, of minor consequence, these being matters which will be varied largely by different constructors and under different circumstances.

The car may of course be provided with wheels on the familiar bicycle principle or otherwise; but I prefer to use runners which slideupon the tracks 9. It will be seen that there are six pairs of these runners, and it will also be seen that but two pairs act mainly at one time to support the ear, the others then being auxiliary merely. In Fig. 13 the runners f are in contact with the track g, while the runners f and f' are out of contact with their tracks g and g-; but after track 1 has extended a mile or so it is depressed at one side and elevated at the other slightly for,

say, two hundred yards, so that the car is turned on its axis suiiiciently to relieve run ners f and throw the weight of the car mainly upon f, as shown in Fig. M. This is in order that runners f may be allowed to cool. This contrivance, which constitutes the second feature of myinventiomis clearly shown in diagram in Figs. 13 to 18, in which the runners f f f are shown iii-operation and out of operation. It will be clear that two or four tracks might be used instead of three; but this is obviously within the'principle of my invention, which consists in theuse of a multiplicity of supports or bearers, whether wheels or runners, which come successively into operation, so that each may have time to cool.

Figs. 5, 6, '7, and 8 illustrate the preferred construction of the runners or supports for the car. In Figs. 5 and 6 one of the runners f rests upon the track g, and this acting runner f is thereby forced close against its carrier and oil-holder Z against the stress of spring Z',thereby setting the valve-stud Z so that oil will escape, as will be clear from Fig. 5, which shows aport-ion of the car in crosssection, with the carriers and oil-holders land runners f also in cross-section the upper valvestud l being open to allow oil to escape around it and through apertures, as shown, to the face of the runner. Fig. 0 shows a lengthwise section through the oil-holders I, which .re also carriers'for the runners, while Fig. 7 show the runner f and its carrier Z in elevation, ooking edgewise at the runner f; and Fig. 8 is aplan of Fig. 7 the runnerfbeing shown in dot-ted lines, while its carrier Zis shown in full lines.

The broadest feature of my invention I regard as a compound converter consisting of a number of main or exterior coils arranged end to end, each acting with the same inte-- rior coil,,whether a single coil or a number of coils, and whether the coils be connected with the source of power or one supplied with in-' duced currents only, while the other is so con ber of copper rings properly insulated from each other. Here the main coil B is made part of an alternate-current circuit as soon as the middle part of the car-coils acoincides with the middle of the main coil, the coils 16 being brought into and out of circuit by the passage of the car-coils a, as clearly indicated in the diagram, Fig. 9.

In Fig. 10 the main coils 15 are in multiple with the leads L L of the alternate-current dynamo D, and the car-coils a form two sets of nine coils each, the odd-numbered coils forming one coil and the even-numbered another coil, the two coils thus formed being oppositely wound. Here the circuit is closed through the coil made up of the odd-numbered coils as the first coil enters the main coil, and the circuit remains closed through this coil until the car-coils are nearly through the main coil, when the odd-numbered coil is cpen-circuited and the even-numbered coil is closed-that is, the currents in the first coil are in a direction to cause the main coil B to attract; but the currents in the second coil are in a direction to cause the main coil B to repel the car-coil.

In Fig. 11 the main coils B are not connected to the leads L; but the terminals of that coil are connected together. Consequently coil B is always a closed circuit; but there will be in it induced currents only. The carcoil a is a single coil, whose terminals are connected to electrodes a and when these electrodes a are in contact with the brushes (1 alternating currents from the leads L will be set up in the coil a, and this will induce alternating currents in coil B.

In Fig. 12 the terminals of the main coils B are connected to leads L, and so are the electrodes a The car has a number of coils a, the terminals of each going to its electrodes (1 which when in contact with the brushes a complete the circuit from the leads L through each car-coil a.

Vhile the soft-iron cores are not essential, yet they add greatly to the eifect, as will be clear without further description.

The "stopping of the car gradually as it nears its destination by electrical or magnetic energy will be clear to all skilled in the art from what has been above described as to its propulsion; but I deem it preferable to stop it by omitting the main coils at the receiving end of the system for a distance sufiicient to cause the speed of the car to be so reduced that it may be safely received in a cylinder of sufficient length on the dash-pot or aircushion principle, or otherwise, as may be deemed best by the constructor.

The runners are connected to oil-holders and control a valve, so that oil is permitted to flow from each holder when its runner supports the weight of the car, as clearly shown in Figs. and 8.

I do not in this application claim, broadly, a transformer in two parts, although my car and its coil constitute with each track-coil such a transformer; but I desire to-limit my claim herein to a system in which one part of a transformer passes through the other partsthat is, to a system in which'the stationary SUBSTITUTED FOR MTSSING COPY parts of the transformer are arranged end to end and the movable part passes through the stationary parts in succession; and I herein disclaim all systems in which one of the parts.

moves with relation to a series of stationary parts, but not through such stationary parts, that being the subject-matter of my application, Serial No. 324,711, now pending.

What I claim as my invention is- 1. In combination, a series of exterior coils arranged end to end, an interior coil adapted to pass endwise through the exterior coils in successiomanaltern ate-current dyn amo, leads kept at a proper alternating difierence of potential by the dynamo, and electrodes to connect the coils with the leads, all arranged and operating substantially as described.

2. In combination, a series of exterior coils and a series of hollow soft-iron cores arranged end to end, an interior coil and its hollow core adapted to pass through the exterior coils and cores in succession, an alternatecurrent dynamo, leads kcp at a proper alternating dilference of potential by the dynamo,

and electrodes to connect the coils with the leads, all arranged and operating substantially as described.

3. In a system of tel hcrage, a series of exterior coils arranged end to end, tracks extending through tho'secoils, a car, an interior coil forming a part of the car, an alternatecurrent dynamo, leads kept at a proper alternating diiference of potential by the dynamo, and electrodes to connect the coils with the leads,the car and its coil being supported and guided by the tracks and adapted to pass through the exterior coils in succession, and all the parts being arranged and operating substantially as described.

4. In a system of telpherage, a car combined with a plurality of sets of supports attached to it, in combination with a plurality of pairs of tracks, each set of supports supporting the car upon' one pair of tracks until the plane of that pair of tracks shifts, as described, to bring another set of supports into operation on another pairof tracks, all substantially as and for the purpose specified.

5. In a system of telpherage, the combination of the car with oil-holder Z, runnerf, and valve-stud Z substantially as described.

JAMES EVELETH MAYNADIER.

Witnesses:

EDWARD S. BEACH,- JOHN R. SNOW. 

